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Contents
MAC PARA COMMUNITY .......................................................................................... 2
THANK YOU ............................................................................................................... 3
WARNING................................................................................................................... 3
OVERALL PLAN ......................................................................................................... 5
TECHNICAL DESCRIPTION ...................................................................................... 6
PREPARATION .......................................................................................................... 8
FLYING THE VERVE................................................................................................ 10
RANGE OF USE....................................................................................................... 17
EXTREME FLYING MANOEUVRES ........................................................................ 18
LOOKING AFTER YOUR PARAGLIDER.................................................................. 22
OVERALL LINE LENGTHS....................................................................................... 27
RISER ....................................................................................................................... 29
LINE PLAN VERVE................................................................................................... 30
FOLDING LINE PLAN VERVE.................................................................................. 31
ADJUSTING BRAKE LINES ..................................................................................... 32
TREATING NATURE WITH RESPECT .................................................................... 32
MATERIALS.............................................................................................................. 33
CHECKS ................................................................................................................... 34
PARAGLIDER & SERIAL NUMBER ......................................................................... 35
TECHNICAL SPECIFICATIONS ............................................................................... 35
MAC PARA COMMUNITY
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THANK YOU
Thank you for choosing MAC PARA product. Our development team is delivering
extensive development work and is creating state of the art paragliders. This user
manual contains important information for the use and maintenance of your paraglider.
Detailed knowledge of your glider and equipment will help you to fly safely and make the
most of your flights. The Verve has been designed as a high performance XC/competition
paraglider and is aimed for experienced pilots only. It is not suitable for beginner or
intermediate pilots, aerobatics, training or tandem flights. To be used safely, the Verve
requires a high level of piloting skills. Pilots are expected to have an in-depth knowledge of
SIV, preferably with recent, direct experience of a high aspect ratio wing.
WARNING
Please read this manual carefully and note following details
Paragliding is a sport, which demands, besides the optimum equipment, a high degree of
attentiveness, good judgement, and theoretical knowledge. Paragliding can be a
dangerous sport, which may lead to injury and death. Flying a paraglider is undertaken with
the full knowledge that paragliding involves such risks. This paraglider meets at the time of
delivery requirements of the EN (European Norm) 926 or LTF (German Certificate of
Airworthiness). Any alternations to the paraglider will render its certification invalid! The use
of this paraglider is solely at the user’s own risk! Manufacturer and distributor do not accept
any liability.
These operating instructions must be fully read and understood before the first flight. As
the user of this paraglider you take the responsibility for all risks associated with its use.
Inappropriate use and or abuse of your equipment will increase these risks.
Be ready to practice as much as you can. The ground handling with your paraglider is the
most important part of training. Make sure you always complete a pre-flight inspection of all
of your equipment. Never attempt flying with unsuitable or damaged equipment. Always
wear a helmet, gloves and boots. Make sure that you are physically and mentally healthy
before flying. Pay special attention to the terrain you will be flying and the weather
conditions before you launch. If you are unsure do not fly, and always add a large safety
margin to all your decisions.
Keep this manual for reference, and please pass it on to the new owner if you ever re-sell
your paraglider.
If, after carefully reading this handbook, you still have questions, suggestions or criticism
regarding this product do not hesitate to contact your dealer or us. We will be glad to help
and advice.
MAC PARA wish you nice –XC flights with your Verve.
Version 1.0 Stand 10.2023
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Operating limits
The Verve is light sport aircraft with an empty weight of less than 120 kg in the category
paraglider. The Verve has been tested by Air Turquoise SA certification laboratory to
LTF and EN C category. The Verve is certified for solo flight. The Verve has been load and
shock-tested and passed with a load corresponding to 8G of the maximum weight in flight.
Its flying tests have shown that the glider remains stable and controllable over a wide
range of normal and abnormal flight conditions. Nevertheless, turbulence and gusting
winds can lead to a partial or complete collapse of the canopy. Therefore never fly in such
conditions.
The Verve must not be used outside the certified weight range.
The Verve must not be used during rain or snow-fall.
The Verve must not be used in high or gusty winds.
The Verve must not be used in cloud and fog.
The Verve must not be used by pilots without sufficient knowledge or experience.
The Verve must not be used for aerobatics/extreme flying or flight manoeuvres at an angle
greater than 90°.
The Verve must not be used when the canopy is wet.
The Verve has been certified for a defined weight range. We strongly recommend that you
respect these weight ranges. If you want better speed, precise handling, and generally fly
in strong conditions, or in competition you should chose to fly in the middle to top part of
the weight range. Remember, you can always add ballast when conditions are stronger.
The EN 926-2:2013 describes the weight measurement with: “All weights are subject to an
acceptable tolerance of ± 2 kg”. Therefore a slight overload of the wing would be within EN
tolerances. However, flying over the maximum weight further increases the dynamic flight
behaviour.
Before delivery, as well as during production, each paraglider goes through a strict visual
inspection, and is test-flown by your dealer. Stamps on the placard, together with a
completed test-flight certificate, confirm this. Check that the paraglider has been test-flown
before your first take-off. If it has not, consult your dealer.
Liability
Use of the paraglider is at the pilot’s own risk! Pilot is responsible for his own safety and his
paraglider airworthiness. The paraglider carries no warranty! The manufacturer cannot be
held liable for any personal injury or material damage which arises in connection with this
paraglider.
The certification and warranty shall be rendered invalid if there are changes of paraglider
construction, or changes to the brake lines beyond the permissible tolerance levels, or
incorrect repairs to the glider, or if any inspections are missed (annual and 2-yearly check).
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Pilots are responsible for their own safety and must ensure that the airworthiness of the
glider is checked prior to every flight. The pilot should launch only if the paraglider is
airworthy.
All pilots should have the appropriate level of license for their respective country and third
party insurance.
Any changes made to this paraglider invalidate the certificate of airworthiness. There shall
be no liability on the part of third parties, in particular the manufacturer and the dealer.
Before the first flight
NOTE! Your instructor, dealer or a specialist must test-fly and inspect the paraglider before
your first flight. The test-flight must be recorded on the paraglider information label.
Any changes or improper repairs to this paraglider shall render invalid the certification and
warranty.
OVERALL PLAN
Leading edge
Brake handle
Main karabineer
Rapid links
Main lines
Riser
Main brake line
Brake line
Stabilizer line
Top surface
Bottom surface Glider’s label on the
central main rib
Stabilizer
Trailing edge
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TECHNICAL DESCRIPTION
Construction of the canopy
The canopy of the Verve consists of 67 cells over the wingspan. The Verve is “two liner”
paraglider. Every main rib is attached to the 3 or 4 suspension lines. Between these main
suspension ribs, intermediate ribs are suspended by “bridge” diagonal ribs system. These
diagonal ribs lead to the top of ribs. This construction ensures a smooth top surface and
precise airfoil reproduction.
The internal reinforcements maintain the precise form of the canopy and provide stability.
The cell openings on the under-surface of the profile’s nose provide airflow into the glider.
Stretch resistant flares, integrated with diagonal ribs at the suspension points, ensure an
even distribution of load throughout the canopy.
A stretch resistant Mylar-reinforcements combined with Nitinol rods help to keep airfoils in
right shape and this guarantees a high level of stability. Large cross spots allow effective
airflow inside the canopy, providing good re-inflation without reducing the profile accuracy.
The Verve is a blend of proven Nylon fabrics from Porcher Sport - Skytex 32 and Skytex
27. Like any synthetic material, this can deteriorate through excessive exposure to UV.
Various forms of Nitinol rods are used in the Verve (rigid construction), which help maintain
the shape of the leading edge and the stability of the canopy.
Rigging system
The gallery lines of the Verve are made of proven strong and stretch resistant non covered
Aramid/Kevlar or Dyneema lines. The entire rigging system comprises individual
suspension lines looped and stitched at each end. The main lines of the Verve are made of
proven strong and reinforced non covered Aramid/Kevlar lines. The lines used on the
Verve have strengths from 40 kg up to 360 kg.
The suspension lines are comprised of “cascaded top lines” (attached to the under-
surface),”cascaded middle lines” (cascade 1 and 2), and “main lines”. Main lines lead to
the “quick link” (a small carabiner which connects lines and risers).
The two central A-lines are attached to the main A-riser. The outermost A-line are attached
to the A1-line. The 3 B-main lines are attached to the B-riser.
The main brake lines leads through the pulleys on the C-riser. The line connections are
made to triangular quick links (karabiners) fitted with a rubber ”O-ring” in the form of a
”figure eight” which prevents any slipping of the lines on the quick link.
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Brake Lines
The ”brake lines” are not load carrying suspension lines. They lead from the trailing edge of
the canopy to the main brake lines and run through the pulleys on the B-risers to the brake
handles. A mark on the main brake line indicates the position of the brake handle. This
adjustment, on the one hand, allows sufficient brake to be applied during extreme flying
situations and when landing, while on the other hand, this ensures that brakes are not
permanently applied to the canopy (especially when fully accelerated).
We are convinced it is better to have slightly long brake lines and to fly with a wrap
(half turn of line around the hand) to maximize performance of your glider. The brake line
lengths have been set carefully. This trimming should not be altered.
Risers
The Verve is equipped with 2 risers per side. The A riser is covered with coloured webbing,
to allow for easy identification. The main suspension loops, on the bottom of the riser, are
color coded (red/green). This is where the main karabiner should be hooked in, which then
in turn connects the risers to the harness.
The risers are equipped with a stirrup operated speed-system, which returns automatically
to normal position when the stirrup is released. The speed system affects the A risers and
changes the angle of attack.
In normal flight all risers have an overall length of 50 cm without quick links. When the
stirrup is pushed out A-risers are shortened by up to a maximum of 16 cm. Outermost mA1
line is shortened for 9 cm. The B-risers retain their original length. These measurements
influence the certification! An incorrectly fitted speed system causes loss of certification!
The risers do not feature trimmers.
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PREPARATION
Preparing for take-off
As for any aircraft a thorough pre-flight check must be made prior to each flight on the
Verve! Before every launch check lines, risers and canopy for damage! Do not launch with
even the slightest damage!
Also check the quick links connecting the lines and the risers. They have to be closed tight.
Put on the harness with maximum care and check the handle of the safety system and that
all the flaps of the outer container are fastened securely and correctly. The main karabiner
must also be checked carefully. Replace it if any damage is visible, or generally after
300 flying hours. Finally connect the risers to your harness with the main karabiners.
Check carefully that they are properly closed. Attention! Never fly with an open main
karabiner! Do not take off if you find any damage on your equipment!
Harness
For flight comfort and safety it is very important that you fly with a suitable, properly
adjusted harness. It is important to set up your harness correctly before flying the glider.
Make sure to spend time adjusting your harness’s different settings until your sitting
position is completely comfortable. The Verve is certified for use with all harnesses with
variable cross-bracing (GH type). Practically all modern harnesses are GH type harnesses.
Older harnesses with fixed cross-bracing (GX type) are not certified and should not be
used.
It’s important for your comfort and safety to fly with a suitable harness that is properly
adjusted. When choosing a harness, remember that the height of the attachment points
(i.e. distance from the carabiners to the seat plate) affects the sensitivity of the glider and
the relative brake travel. The lower position of the carabiners, the more sensitive the glider
is to weight-shift.
The adjustment of the chest strap change the distance between carabiners and affects the
stability of the glider and its handling. Excessive tightening of the chest strap increases
stability but also the risk of riser twists following glider collapses. It also increases the
tendency of getting collapses due to poor feedback from the glider. The risk of twisting is
also strongly influenced by the seating position of the pilot. Flying in a laid back (reclined)
position makes it much more difficult to react in time to prevent riser twisting. With the
chest strap in a more closed position the glider also has more tendency to maintain a
stable spiral. With the chest strap in a more open position, feedback from the glider
increase but stability decrease.
EN certification test flights are carried out with the horizontal distance between the harness
attachments points (measured between connector centrelines) set depending on the total
weight in flight as follows:
Total weight in flight <80 kg 80 to 100 kg > 100 kg
Width 40 ± 2 cm 44 ± 2 cm 48 ± 2 cm
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We recommend adjusting the distance of the chest strap according to the table and, if
necessary, to adapt easily. Take care your leg and shoulder straps are not adjusted too
tightly. If you do, you may have difficulty sitting back into your harness after take-off.
If any problems or disturbances are encountered when flying with a reclined harness, the
pilot must immediately assume an upright seating position. Extreme flight manoeuvres
flown in a reclined position drastically increase the risk of twist. In addition, pilots often
underestimate the reduction in control travel caused by flying an extreme flight manoeuvre.
Fitting the speed-system
The Verve speed system, including Brummel-hooks supplied, must be assembled as per
instructions. Make sure that speed system lines lead correctly through the all of the pulleys
of your harness. (Check your harness manual for instructions). Attach the speed system
lines to the accelerator system on the risers with the Brummel hooks. Adjust the lengths of
the lines so that the main bar sits just beneath your seat. You should be able to hook your
heel in to the lower loop of the accelerator. There must be enough slack in the speed bar to
ensure the front risers are not pulled down in normal trim speed flight, but not so long that it
is impossible to use the full speed range of the glider.
The full range is reached when the limiting straps between A, B risers are tightened.
Rescue System
We recommend that you always fly your Verve with at least one reserve parachute suitable
for your maximum all up flying weight. It is a mandatory requirement to carry an approved
reserve for use in emergency situations where the paraglider fails and recovery is not
possible. The reserve is fitted according to the manufacturer’s instructions.
Note: Carry out your first flights only during stable weather, and in a familiar area or on a
training slope. You should steer gently and carefully to begin with so that you can become
accustomed to the reactions of the glider without stress.
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FLYING THE VERVE
Pre-flight check
Brand-new gliders must be flown first in calm conditions. It is recommended to fly light
spirals in both directions so that the handshake connections between the lines become
tight up.
Follow a consistent routine every time you fly. This is very important for safety. Having
unpacked and laid out the paraglider in a slight horseshoe pattern the following checks
must be made:
canopy without any damage
risers without damage
maillons (quick links) closed tight
are the brake lines freely and firmly connected to the handle?
are the lines free from knots, tangles or other damage?
all main lines run free from the riser to the canopy, brake lines are free
stitching of the main lines near the risers is o.k.
Putting on the harness:
rescue handle and deployment pins secure
buckles (leg- ,front riser) closed
main karabiners
Before take-off:
is your personal equipment in order (harness, carabiners, reserve, helmet)
speed-system mounted and connected properly
risers not twisted
brake handle in hands, brake lines free
pilot‘s position relative to the wing (centred: all lines same tension)
wind direction
obstacles on the ground
free airspace
Note: If there are obvious creases in the glider as a result of tight packing or long term
storage, carry out some practice inflations before your first launch and smooth out the
trailing edge a little. This ensures that the flow profile is correct during launch. This is
particularly important in low temperatures.
When laying out the glider, the wind direction should be observed. The canopy should be
deployed into the wind so both halves of it are loaded symmetrically. The paraglider should
be arranged in a semicircle against the wind. This ensures that the A-lines in the centre
section of the canopy will tension before the ones at the wing tips. Thus the canopy inflates
evenly and an easy launch in the desired direction is guaranteed.
All lines and risers should be carefully untangled and arranged in a way that they do not
catch on anything. It is equally important to untangle the brake lines so that they are clear
and cannot catch on anything during launch. The brake lines should run freely through the
pulleys to the trailing edge of the canopy.
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Make sure the risers are not twisted; this can prevent the brake lines from running freely
through their pulleys. It is often impossible to untangle lines during flight.
It is important that no lines are looped around the canopy. Also called a “line-over”, this
may have disastrous consequences during take-off. Finally connect the risers with your
harness by using the main karabiners. Check carefully that they are closed properly.
Launching
Your Verve will launch with either the forward or reverse technique. The wing should be
laid out in a pronounced arc, with the centre of the wing higher than the tips.
Forward Launch - Nil wind
When gently holding the A-risers move forward positively, your lines should become tight
within one or two steps and the Verve will immediately start to inflate. You should maintain
a constant pressure on the risers until the wing is overhead. It is important to guide the
A-risers smoothly upwards in an arc, keeping your elbows bent and hands at the level of
the shoulders. Do not pull down or push the risers forward excessively, or the leading edge
will deform and possibly collapse making taking-off more difficult and potentially
dangerous. Once the wing comes overhead, it may require a brake input from stopping it
overflying you. Once the Verve is inflated correctly, accelerate smoothly off the launch.
Reverse Launch - Light to Strong Winds
This method of launch makes it easier for the pilot to control the rising of the canopy and is
therefore recommended. The reverse launch technique is generally recommended for the
Verve. Take the brakes and turn around to face the wing. Pass one set of risers over your
head as you turn. Make sure the lines are free from knots or tangles. Check that the
airspace and visibility are clear. Gently pull up the glider in an arc with the A-risers. When
the glider is overhead, brake it gently if necessary, turn around and launch. In stronger
winds, be prepared to take a few steps towards the glider whilst braking as it inflates.
This will take some of the energy out of the glider and it will be less likely to overfly you or
inadvertently pull you off the ground. The reverse-launch technique can be used in
surprisingly light winds too.
Warning! Make sure that the steering lines are not wrapped around the main lines during
the reverse launch. In this case, any faster pull on steering line can damage the sheath on
the main lines.
Tips for the take-off
Practice ground-handling regularly to improve your take-off skills!
If the glider comes up slightly off-centre, make small corrections by moving towards
the lower side.
In stronger winds, take only central A-main line per side over rapid links in one hand
and the outermost B-main line per side in other hand while you hold brake toggles in
your hands. Pull on A-lines and control the speed of rise with the B-lines. Be prepared
to take a couple of steps towards the canopy. By a good procedure the wing tips
cannot rise earlier then the centre of the canopy.
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The pilot must work actively to keep the glider on the ground in higher winds
(wind speeds from approximately 6 m/s), otherwise the glider may rise above the pilot
unintentionally.
During reverse launch and ground handling, care should be taken that the brake lines
do not rub over the riser. This may cause damage to the riser or lines.
Flying it
The glider is delivered with a standard set-up and its trim speed can reach 38 - 40 km/h
depending on the weight of the pilot. Trim speed (brakes fully released) is the best glide
speed in calm air. The brake lines are used to adjust the speed according to the flight
situation in order to ensure optimum performance and safety. Minimum sink speed on the
Verve is achieved by light braking. During your first few flights, familiarize yourself with
your glider’s speed range and corresponding brake positions and pressures.
NOTE! Always fly with sufficient clearance from the terrain and always keep the brake
handles in your hands!
NOTE! Flying too slowly close to stall speed increases the risk of an unintentional
asymmetric stall or full stall. This speed range should therefore be avoided and used only
on landing during the final stage of the flare.
Accelerated Flight
Once you have become accustomed to flying the Verve, you can practice using the speed
system. Apply the speed system by pushing the speed bar progressively with your feet.
Use of the speed system improve glide in headwinds and the canopy has greater
penetration in strong winds.
When flying with the speed system applied the angle of attack is lower and the canopy can
collapse more easily than in normal (trim speed) flight. The glider reacts more radically
when a collapse happens during accelerated flight compared to flying at trim speed.
Avoid flying accelerated near the ground, and be careful using the accelerator in
turbulence. If you do encounter a collapse while using the accelerator, immediately step off
the bar completely before taking any other corrective actions.
NOTE! Never apply brakes when using the speed bar. Braking increases lift near the
trailing edge. The main lift point moves backwards. Due to this the wing can loose stability
for a short time. The brake length on the Verve has been tuned to avoid any deflection on
the trailing edge through the brake during accelerated flight. Applying brake while using the
speed system degrades performance and increases the risc of a collapse.
Steering - turning
The Verve is a responsive paraglider and reacts directly and instantly to any steering input.
The Verve performs best in turns when it is flown with sufficient speed and weight-shifting.
Enter a turn with good airspeed, weight-shift and then apply the brake. Once established in
the turn, regulate your speed and turn radius with weight-shift and the outer brake.
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Make your first turns gradual and progressive. Too much braking increases the sink rate.
Any weight-shift has a greater effect the more loosely the chest-strap is fastened.
If the brakes are applied more, the bank attitude increases and the glider will fly a fast turn
increasing in steepness, which will eventually become a spiral dive.
Active Flying
The Verve has good pitch stability. Nonetheless, in turbulence or during manoeuvres, the
glider may pitch. If the glider pitches in front of you, apply brake to slow it down. If the
glider drops behind you, ease off the brakes to allow it to speed up. The objective is to
reduce the pendulum effect by adjusting the angle of attack and speed of your glider so
that glider and pilot are travelling at the same speed. When the conditions are turbulent, be
more active and anticipate the movements of the wing. Practice active flying to eliminate
collapses in all conditions. Try to keep tension on the brakes approximately equal to the
weight of your arms. This allows you to stay relaxed and sensitively feel the internal
pressure in the wing through the brakes. If you feel a loss of pressure in one or both sides
of the wing, quickly apply the appropriate brake(s) to regain pressure. Release the brake
promptly as soon as normal pressure is resumed. If you miss the above timing and get a
collapse, be sure to first raise your hands and release the brakes before considering any
other corrective actions.
B-riser control
The Verve responds very nicely to B-riser control. When gliding at trim speed or in
accelerated flight, we recommend to pilot to control the wing with the B risers. This gives
an improved feel and control over the wing enabling you to fly actively without using the
brakes (which causes drag and pitch movements). The objective is to control pitch so that
the wing does not collapse and stays above the pilot. By pulling the B risers down or
rearwards you increase the angle of attack and return the wing to trim speed. With B riser
control you can fly actively through turbulence, collapses can be avoided or at least
reduced with correct inputs. During accelerated flight, the added control of active B riser
flying further increases the efficiency and stability of the wing. Whilst accelerated the act of
pulling the
B risers is exactly the same as releasing the speed bar. When pushing the bar, if the air
becomes slightly turbulent apply some pressure to the B risers, when the air becomes less
turbulent again you can reduce (or release) pressure on the B risers for extra speed. Flying
fast and efficiently in normal air requires constant attention to the wing, it is necessary to
combine B riser inputs and speed bar adjustments to keep the wing open and pressured.
B-riser control can also be used for steering. Following lifting lines using the B-risers can
make a huge difference to flight performance. To fly with the B risers, keep hold of your
brake toggles (remove any wraps) and either rest your hands on or take hold of the sticks
located on the B risers. The control movement should be subtle and fluid - only small
movements are required. It is good practice to glide with gentle tension applied to the
B-risers (pulling them backwards about 4 to 7 cm) so that you can feel the inputs from the
wing. Those inputs warn you when turbulence is coming, but also allow you to feel the lifty
side of the wing - when the tension on the B-riser on one side increases, pull down on that
side to turn slightly towards the lifting air. This control method is suitable for gliding in good
‘normal’ air without huge levels of turbulence, it does not replace proper active flying with
the brakes in strong turbulent conditions. If you are unsure about the air return the glider to
trim speed, release the B risers and fly the glider actively with the brakes.
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Rapid descent techniques
Many flying situations call for a very rapid descent to avoid a dangerous situation, e.g. the
escape from a cumulus cloud or approaching rain. All rapid descent methods should be
practised in calm conditions and at sufficient altitude so that a pilot is then able to employ
them effectively if extreme conditions arise.
Spiral dives and “Big ears“ are generally the most common methods of descent for
paragliders. Spiral dives attain higher descent rates, but the g-forces can be significant and
the manoeuvre is more physically demanding. Big ears can achieve a moderate rate of
descent with the advantage of forward speed and manoeuvrability. Always try to avoid the
need to use these descent techniques. Thoroughly check the conditions before launch, and
pay close attention to how the day develops.
Spiral dive
The spiral dive is the most effective method for making a rapid descent, and can allow sink
rates of up to 20 m/s to be reached. It is suitable where there is a high ascent rate and little
wind.
The Verve fulfils the EN spiral dive requirements and has no tendency to remain in a stable
spiral dive under normal conditions. Note! The certification test flights are carried out with a
defined carabiner distance. Deviations from this defined setting, unapproved harnesses or
spiral with excessive sink can change the manoeuvre considerably; pilot action may be
required. In such cases, exit the spiral by weight-shifting to the outside and progressively
applying the outside brake.
Before entering a spiral, make sure you have adequate height for recovery. To initiate a
spiral, look in to the direction you want to turn, weight shift and smoothly pull down on the
inside until the glider enters the spiral. Once in the spiral you should re-centre your weight
shift and apply a little outside brake to keep the outer wing tip pressured and inflated.
Spirals with descent rates above 10 m/s are not recommended. Very high decent spiral
dives with high speeds and G-forces can be very disorientating and could lead to a loss of
vision and even black out. Always pay particular attention to your altitude. Always maintain
ground clearance of 150 – 200 m. The manoeuvre must be exited at this height above
ground.
To exit the spiral, check your weight is centred (or slightly towards the outside) and
progressively release the inside brake. As the glider starts to exit the spiral, you may also
choose to reduce the pendulum moment by briefly re-applying the inside brake.
Attention! Due to energy retention, the glider will climb a lot after a deep spiral-dive
release. If you apply inner brake and decelerate the glider for two or three turns, big
pendulum effects can be avoided.
WARNING!! Practise spiralling with caution and lower sink-rates to get a feel for the
gliders behaviour. A pilot who is dehydrated or not accustomed to spiralling can lose
consciousness in a steep spiral dive!
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Spiral dive with tucked ear (asymmetric side collapse)
The disadvantage of a spiral dive is the high G-force. To avoid these G-forces, you can fly
a spiral dive with one ear collapsed on the outside and achieve almost the same sink rates
with a greatly reduced G-force. However, the material stress is high. The manoeuvre is
initiated by pulling the A1-riser down and holding it in the hand. A part of the wing remains
collapsed. With the other hand you carefully initiate a steep spiral. Your seating position
remains neutral. Recovering is done simply by slowly releasing the inside brake.
Spiral dive with the G-chute
The “G-chute” safety device is a small “Anti-G”-type drag parachute that reduces the high
G forces which may occur during the descent in a spiral dive. This enables the pilot to
achieve a higher rate of descent with fewer turns and allows safer spiral descents by
reducing G forces in a spiral dive. The G-chute is simple and easy to use and usually
connected to a carabiner on the harness. It is deployed before the spiral and pulled back
after the manoeuvre is finished and stowed away in the harness. New modern harnesses
are specially developed for competition flights and have an additional pocket and bridle
connecting for the use of the G-chute
Big ears
Big ears are the simplest method for rapid descent. The advantage is that the horizontal
speed is higher than the sink rate (3-5 m/s), unlike a spiral dive. This descent technique is
used to quickly and horizontally exit a dangerous area in the desired direction. It is even
possible to land using big ears (for example top-landing).
In order to collapse the outermost part of the wing, pull firmly the A1-risers down. The
Verve tucks the wingtips and enters a stable descent mode. The pilot keeps hold of the
brake handles along with the A1-risers in his hands. By braking on one side and weight-
shifting, the canopy remains steerable. In order to increase the sink rate as well as the
horizontal speed, this manoeuvre should be done together with use of the speed system.
Apply the speed system after big ears are induced (step into the speed-bar before you
grab the outer A1-risers). Big ears substantially reduce the risk of canopy stability problems
in turbulent air. To exit big ears release the A1-risers. The canopy does self-recover. To
quicken the recovery, the pilot can dynamically pull down and immediately release the
brakes of the glider.
WARNING! Never do spirals with big ears on both sides, as this may drastically reduce
the number of lines taking the already high loads, causing structural failure.
B3-Technique
“B3-technique” is the alternative to Big Ears. Especially effective on high aspect ratio
wings, the “B3 technique” produces a wingtip stall. This reduces the wing area for a rapid
descent. To increase your sink rate, first apply a little speed bar (about 25%) and then pull
in the (outermost) B lines simultaneously, firmly and progressively. To exit the manoeuvre,
release the tips simultaneously and progressively and then release the speedbar.
16
B-line stall
This manoeuvre is not possible with the Verve. For fast descent use techniques described
above.
Approach and Landing
To avoid excessively demanding situations on the approach to landing, it is important to
initiate the process at an adequate altitude. This leaves you enough time to observe and
appropriately deal with wind direction and any other gliders in your vicinity.
The Verve is easy to land. The final leg of the landing approach must be into the wind.
Adopt an upright position in your harness by sliding your legs forward, ready to make
contact with the ground. During this final glide the paraglider should be decelerated slowly
and at approximately one meter above the ground, according to conditions, the pilot should
flare the canopy. The glider may climb again, gaining height, if too much brake is used too
early. Higher wing loading results in a higher ground speed. Make sure you always land
into the wind.
In nil wind situations, be prepared to run fast. In stronger winds, use only the minimum
amount of flare necessary to sufficiently minimize your vertical and horizontal speed. If you
flare too hard in strong winds, the glider will climb rapidly upwards and backwards, and you
may get injured. In strong winds, turn to face your wing as soon as your feet touch the
ground. Immediately stall the glider as rapidly as possible with the brakes or rear risers.
Be prepared to run towards your wing.
Attention! Do not allow the canopy to fall onto the leading edge with energy.
This can destroy the material and affects the life of the ribs at the leading edge!
Ground handling on rough surfaces will accelerate the ageing process of your wing.
17
RANGE OF USE
Towing
The Verve may be tow-launched. It is the pilot’s responsibility to use suitable harness
attachments and release mechanisms and to ensure that they are correctly trained on the
equipment and system employed. All tow pilots should be qualified to tow, use a qualified
tow operator with proper, certified equipment, and make sure all towing regulations are
observed. When towing you must be certain that the paraglider is completely over your
head before you start. In each case, the maximum tow force needs to correspond to the all
up weight of the pilot.
WARNING!! Please always ensure that the brake lines are adjusted to the lengths
recommended here. Setting them shorter could lead to a tendency to stall during towed
flight. Apart from this, there are no special procedures.
Aerobatics
The Verve was not developed or tested to be used for aerobatics (acro). By engaging in
such an activity, you voluntarily assume an increased risk of injury or death. Any type of
acrobatic manoeuvre at all on the Verve is contrary to law and illegal. The pilot would be
putting his/her life at risk. Acrobatics involves a risk of unpredictable flight attitudes, which
could lead to damage to material and structural failure.
Tandem paragliding
The Verve is not intended for tandem paragliding.
Paramotoring
The Verve is not intended for powered flying.
Warning! The Verve must never be used for jumps from an aircraft.
18
EXTREME FLYING MANOEUVRES
Dangerous situations
Any pilot who flies in turbulent conditions or who makes an error in handling the glider is at
risk of getting into an extreme situation. Extreme wind conditions or turbulence which goes
unnoticed by the pilot for too long may leave the wing in an unusual flying position,
requiring special reaction and skills on the part of the pilot. The best way to learn how to
react calmly and correctly in a serious situation is to attend safety training, where you will
learn how to manage extreme situations under the guidance of a professional.
All of the extreme flight figures and flight attitudes described here are dangerous if they are
carried out with inadequate knowledge, without the right safety altitude or without training.
Always keep within the recommended limits. Avoid aerobatics and extreme loading such
as spirals with big ears. This will prevent accidents and avoid overloading the glider.
In turbulent conditions, always keep enough distance from rock faces and other obstacles.
Time and sufficient altitude are needed to recover from extreme situations.
Note! Deploy your reserve if the corrective manoeuvres described in the following sections
do not return the glider to a controllable flying position or if there is not enough altitude for
correction.
SIV / Safety training
The Verve is optimised for XC and competition paragliding and is intended only for
experienced pilots who are able to demonstrate above-average experience and
competence in safety training. The Verve is under no circumstances suitable for a pilot’s
first experience with safety training.
Special folding lines were used for certification of the Verve (see the section “Folding
lines”). Without these folding lines, asymmetric collapses and front stalls vary from the EN
guidelines.
During a safety training course, avoid subjecting the materials of your paraglider to
excessive stress. Uncontrolled flight positions may occur which are outside the
manufacturer limits of the paraglider. This may cause premature ageing, or even structural
failure.
Stretching of the lines and/or canopy material after safety training can lead to a general
deterioration in flight characteristics.
Damage as a result of safety training is not covered by the warranty. Be sure to perform
any simulated collapses correctly. In particular, full speed asymmetric collapses performed
incorrectly may result in unpredictable collapse behaviour and impulsive re-opening.
This behaviour may require considerable pilot skill to manage safely.
Deflations
Due to the flexible form of a paraglider, turbulence may cause a portion of the wing
unexpectedly to collapse. If you get a collapse, the first thing to do is to control your
direction. You should fly away from the ground or obstacles and other pilots.
19
Asymmetric collapse
Use active flying techniques to virtually eliminate collapses in normal flying conditions.
Nevertheless, if you do get a collapse, stabilize your weight in your harness and do not
allow yourself to fall to the collapsed side. Control your course with weight-shift and a little
outside brake. The deflation should re-inflate spontaneously.
Basically when asymmetric collapse is induced when using the folding lines the Verve will
re-open spontaneously from closures of up to 70% with a change of direction from 90° of
up to 180°. The time this takes, and the associated height loss, can however be noticeably
reduced by appropriate action by the pilot. Control your course with weight-shift and a little
outside brake. The deflation should re-inflate spontaneously.
If you react immediately, 30% brake on the open side should suffice to hold the canopy on
a straight course. In the event of a big collapse, this braking should be applied very
carefully to avoid stalling the remaining inflated wing. The pilot’s correction for direction can
be aided by a pumping out the deflation; a slow, long pumping action of the brake of the
deflated side of the wing helps the canopy to re-inflate. If the glider does not self-recover
and the pilot does not correct the canopy can enter a stable spiral dive!
“Cravat” / Line-over
A cravat occurs when a wing tip becomes stuck between the glider lines, for example,
following a bad take-off preparation. On the Verve a cravat is unlikely to occur. If you do
get a cravat, first control your direction. Do this by using weight-shift and enough counter-
brake to stop the turn, but not too much to risk a stall of the opposite side.
A cravat can generally be opened by a short, fast pull on the brake line of the cravat side
Note! Counter-steering too strongly on the inflated side of the glider can result in a stall and
to further uncontrolled flight manoeuvres.
Always remain aware of other aircrafts and terrain when dealing with a problem on your
wing. Do not hesitate to throw your reserve parachute if the rotation in a cravat is
increasing uncontrollably, especially if you are at low altitude.
Symmetric collapse (Front stall)
A negative angle of attack can also cause central part or all of the leading edge of the
glider to collapse. Symmetric (frontal) collapses will normally re-open without pilot input.
The paraglider will pitch forward and then regain speed. Assist this process if necessary
with a symmetric application of the brakes. Take care not to apply too much brake for too
long as this may stall the wing.
In the case of extreme front stalls across the entire wing chord, the wing tips may move
forward making the glider form a U-shape. Again, recovery is by light symmetrical braking
on both sides. Take care that both wingtips return to normal flight evenly.
If you get a collapse while in accelerated flight, release the speed bar immediately.
Then apply the normal procedure for unaccelerated asymmetric collapse.
20
Parachutal stall (deep stall)
Paragliders can go into a deep stall for some reasons: brake lines too short (no slack),
altered trim/line length and changes to profile characteristics caused by moisture (e.g.
flying in rain). Paragliders have a particular tendency to stall if the wing-loading is too low.
An out-of-trim glider, caused by changes in line lengths due to prolonged use, may also
have a higher deep stall tendency.
In a deep stall, the airflow from the front reduces and the glider goes into a stable flight
attitude without forward momentum. The paraglider sinks almost vertically at 4-5 m/s and
there is noticeably less flight noise.
The Verve has no tendency to get into a deep stall. Should this nevertheless occur, make
sure your brakes are fully released, the glider will then normally recover on its own
immediately. If the glider still doesn’t recover either put your hands on the A risers and
push forward or use the speed bar to accelerate to get the wing into a normal flying
position. After you have landed, the glider and the length of the lines must be checked.
Flying in strong turbulence or exiting a deflation with too much brake applied can cause
this situation. A wet glider also has a higher deep stall tendency, and you should do
everything you can to avoid flying in the rain. If you do pass through some rain never make
B3 descent technique or big ears! Apply speed bar until you are confident that the wing has
dried out.
Never apply the brakes, including any wraps taken, in a deep stall.
Full-stall
The full stall happens when the maximum possible angle of attack is exceeded. The most
common cause is going below the minimum speed or flying near the minimum speed
combined with the effects of turbulence. In full stall, the paraglider loses its forwards travel,
surges backwards and deflates. If the brakes are held down, the canopy comes up over
the pilot again. The result is an almost vertical descent with a sink rate of approx. 8m/s.
To induce a full stall, apply full brake on both sides. The glider slows down steadily until it
stalls completely. The canopy suddenly surges backwards a long way. In spite of this
uncomfortable reaction of the canopy, both brake lines must be consequently held down
with all your strength until the canopy is stabilized (directly overhead). This usually takes
3-6 seconds. The Verve generally flies backwards during a full stall but doesn’t always
form a front rosette. A frontal rosette can be formed by entering the full stall slowly. When
entering (braking) fast, the canopy will not always form the desired front rosette.
To recover from a full stall, smoothly release symmetrically both brakes until 90% of
leading edge reopens. After that, the brakes are completely released when the glider
canopy is filled and in front of the pilot. This prevents the canopy from pitching too far
forward. As this is done, the canopy accelerates forwards dynamically and picks up speed.
Note! If the canopy has gone back during the full stall, the brakes must be held down,
otherwise the canopy may surge forward and, in an extreme case, end up underneath the
pilot. Hold the brakes down until the canopy is above you again.
WARNING!! If the brakes are released rapidly and asymmetrically, the glider may surge
almost 90° and suffer an extensive asymmetric collapse.
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